selkirk



(No Model.)

4 Sheets-Sheet 1. A. SELKIRK.

COUPLING FOR LOCOMOTIVES.

No. 363,856. Patented May 3i,-188'7.

(No Model.) 4 Sheets- 3mm; 3. A. SELKIRK. COUPLING FOR LOCOMOTIVES.

Patented May 31, 1887..-

- 4 Sheets-Shee1g 4. A". SJELKIRK. COUPLING FOR L QGLOMOTIVES.

(No Model.)

No. 363,856. Patented May 31, 1887.

' nieans of which the said toggle-levers,

ively, will be readily connected with theloco- ALEXANDER SELKIRK, OF ALBANY, NEW YORK COUPLING FOR LOCOMOTIVES.

SPECIFICATION folming part of Letters Patent No. 363,856, dated Application filed June 9, 1886.

To all whom it may concern:

.Be it known that I, ALEXANDER SELKIRK, a citizen of the United States, and a resident of Albany, in the'county of Albany and State of New York, have invented new and useful 1-mprovements in Traction-Increasing Couplers for Locomotives, of which the following is a specification.

My invention relates to traction-increasing couplers employed between locomotives and their lenders for transferring a portion of the weight of the latter to the driving-wheels of the former when the locomotive is pulling or backing; and it consists of the combinations of devices, parts, and elements, hereinafter de-' scribed, and set forth inthe claims. I

The objects of my invention are, first, to proride between a coupling-bar jointed with the tender and a piece two separate and independently operating toggle-levers, which will alte'rnatelyoperate'to support the forward end of the coupling-bar and cause the latter to become alifting device and support to the forward end of the tender, accordingl y as said toggle-levers are operated by the pulling or .backing second, to provide with two separate and independent toggle-levers coupling devices, by

respectniotive and tender; third, to provide means by which the reversed angles of inclination of the forward limbs of the two toggle-levers can be readily changed at will, so that the degree of lift of the forward end of the tender can be varied to increase or lessen' the same, as may be ad: vantageousghy reason of the grade of the road or arnountofload behind thetender; vidc with the two reversed toggle-levers and their coupling attachments a flexible connection between one of these toggle-levers and the tender, which can be operated at will to li niit the extentofmovementofthc limbs of the same, and thereby limit the lift of the forward end of the tender in relation to the locomotive; and,;further, to provide particular combinations of parts and elements by which my improvements can be made readily applicable to locomotives and their tenders generally as they arehow found to be constructed. 1 attain these objects by the means illustrated in the sererai drawings forming a part of this specification, in which--- Figure 1 1s a side elevation of my invention jointed with the locomotive of the locomotive;

fourth, to pro- May 31, 1887.

Serial No.20-l,626. (No model.)

the locomotive and its tender for conneetnn of the latter with the former. Fig. 2 is a plan view of the same. Fig. 3 is a sectional elevation taken from front to rear.

applied between oscillating coupling-bar which can be employed. Fig. 5 is a plan view of, the several parts in my invention, illustrating their relative arrangements and manner of connection with each other, the upper plate of the coupling-bar being removed, and the top portion of thesleeve-housiigalso being removed to expose the several parts. Fig. 6 is a cross-see-. tional view ofthe coupling-bar,taken at line 2 in Fig. 4. Fig. 7 is a view of the front end of the tender and the conpling-barand togglelever limbs, taken at lines 3 in Fig. 3. Fig. 8 is a view of the sleeve-housing, sleeve, their adjuncts carried by the '-locomotive, takenat line 4 in Fig. 3. Fig. 9 is a view illustrating the relative movements of the limbs of the respective toggle-levers when the sleeve is lowered. 10 is a plan viewof the horizontally-oscillating coupling-bar when made to consist ofa single piece.- Fig. 11 is a side elevation illustrating the coupling-bar made of a single piece, with the coactingparts modifiedinforni when made of cast cast-steel. Fig. 12 is ahorizontal view of the same, taken -at line 5 in Fig. 11

The same letters of reference refer to like parts throughout the several views.

A representsthe locomotive, and A is the rear end frame portion thereof.

Bis the-tender, and'B is the front end sill timber or beam 0f.the same. The locomotive can be of any known construction having two which are provided with springs, (Not shown.)- 1

. Particular description of thclocomotive and tender in their several parts is not necessary fora correct underslamling of my improvements, as the construction of both is well understood ()neportion of my invention is connected with the lOOIJlllUilVO and another portion to the and or more driving-wheels on a side and its for- Fig. 4 is a sectional view of the horizontallytender, and hcse two portions are coupled together by I no separate and independentlyopcrating togglelevers, which have the angles of their respective coaeting limbs reversed, all of which will hereinafter be particularly described.

(l is a horizontally-oscillating eouplingbar arranged beneath the forward end portion of the tender, with its rear cndjointed with the latter by means of a suitable couplingplatc and the'pin B The drawings show this couplinghar to be composed of sections 0 and D D.

In the construction shown the portion 0 rep resents the wrought-iron or steel body, and D the stiffening-plates, which can be made of cast iron. These pieces are shown to be united securely together by means of suitable bolts, Z) I), and grooves a a, made in the plates D, Figs. 5 and 7, and indicated by dotted lines in Figs. 3 and 4, hold with the edge portions of body C, to prevent ashifti ng ofthe parts when drawn together by bolts bb. If preferred, this coupling-bar can be made to consist of a single piece, as illustrated in Figs. 10, 11.,and 12,and in such case I prefer to make it of cast caststeel, with portion D and bearings for rollers cast with it. Rollers c c, suitably mounted in bearings c 0', connected with the forward cml of the coupling-bar O, serve as friction-rollers between the ba'r and tender. These rollers are preferably made of steel, and their upper sides project above the plane of the upper side of the coupling-bar.

D is a metal piece suitably secured to the front sillor beam of the tender, with its'i'aee side against irietioirrollers c c. of this plate having hearings on these rollers is preferably of chilled iron or hardened steel.

E E, Figs. 1, 2, and 8, aresuitable brackets provided with holding lips, and connected with the upper sides of the eoupling'bar U, andhold with flange-piece .ld. (Shownin Figs. 1 and 3 and indicated by dotted lines in Fig. 2.) This flange-piece E is secured to the lower side of fill(.i,('ll(l0l,tlll(l, together-with he hold jug-lips of brackets l forms a suitable means for supporting the forward end of the coupling-bar whileits adjuncts are being placed in positionand secured or are being changed or repaired.

.14 is a coupling-sleeve housing having so cure connection with the rear end of the locomotive by its rear l'ramc-piccc, A, and suitable bolts, stays, and braces, as will be required by reason of the peculiar construction and arrangements ol'the l'ramcparls and l'o0tplate of the locomotive.

G is a coupling-sleeve loosely mounted on vertical shalt II, supported by housing F. This coupling-sleeve has made with its upper end the horizontally-pierced ear g and the lower end-pierced. ears, g g. The drawings show the upper car, 1, to be extended l'rom the side oi i he sleeve toward the locomotive, while the lower cars are extended in the opposite direction; but, if selected, this order of relativc arrangement of these cars can be reversed,

The face side l l l 1 or both can be made to extend from the same side of the sleeve,- yet I prel'er to arrange these cars with the body of the sleeve as shown, so that in all cases the direction of force applied to them will be relatively toward shalt l[.

I is a movable step arranged between the lowercnd of housing F and lower end of sleeve G. This step is adj ustablc ina vertical direction. and can be raised or loweredat will by adjusting screws 5 [,serewing through the lower end portion of the housing and against the lower side of said step. If selected, cams or levers can be substituted for ell'ecting the ad justment of this step or raising or lowering of the sleeve.

The coupling-bar C and coupling-sleeve G are coupled together by the two separate and independenttoggle-levers, JJ and K K, which are shown to be reversed in the angles of inclination of their respective forward limbs, J and K, in relation to both the coupling-bar and eouplingsleeve. These toggle-levers connect. These reversed toggle-levers J J and K K are, for convenience, jointed with the coupling-bar C from the same joint-pin, L, (shown in Figs. 1, 3, and 5,) to be at a point a little forward of the tender-eoupdng pin B and at a distance rearwardly from thel'orward end of said coupling-bar; yet these toggle-1e -vers can be jointed with this coupling-bar at points between pin B and the forward end of the bar by separate and independent jointpins, one above the other or rearward of the other,'as might be selected. The forward limbs of these reversed togglelevers are jointed with sleeve G from cars g y, respectively, with pin j connecting limb (or limbs) J of the pulling toggle-lever J J" to sleeve G by its upper ear, and pin 1." connecting limb K of the backing toggle-lever to the same sleeve by its lower ears. The toggle-lever J'J is shown to bcduplex in character, with the knuckle ends of the coacting limbof each pair-jointed by the samcjointpimj. 'When a duplex iogglelever, J J, is employed, lprefcr to arrange each one of the pair at the outer sides 01' the coupling-sleeveaml coupling-bar, as shown in Figs.

5, 7, and S, with the frontends of the rearward limbs, J J, bearing against the lower side of laterally-extended portions of the forward end of the couplingbar,and preferably beneath the bearings oi' the l'riclioirrollers e e, as shown in Figs. 1 and 7.

The reversed toggle-lever K .K is shown to be arranged between the side portions, 0 C, of the coupling-bar (J and between the cars y of sleeve (l, with the knuckle ends of its respective limbs jointed together by pin k. (Shown by full-lines in Fig. 3, and indicated by dotted lines in Fig. 5.). If selected, togglelcvers J J and K K can have their order of arrangement with llu' coupling bar and sleeve transposed by making K K duplex in character and lessening the number of members composing toggle-lever J J, or otherwise suitably modifying the parts thereof.

In the connection of these reversed toggle- ICO vis and Craven, January 30, 1883, and Let tors Patent No. 311,963, to T. O. Craven, February 10, 1585, in both of which patents are shown the s. me two-part or jointed draw-bars employed with like essential devices and elements which are identically the same in number, form, function, and order of arrangement with each other, the difference being that in Patent No. 311,963 the several parts and elements constituting the whole appliance are togethcr inverted, as a whole, n their arrangement between the locomotive and tender, and also reversed in the order of their connections with. the same from that shown in the older patent, No. 271,269; but as the two-part or jointed draw-bars and their necessary coacting joint end supporting or bearing pieces (shown in these older patents)'eannot be used in connection with my couplingbar 0 and coupling-sleeve G, they form no part of my invention, and are not claimed by me. I am also aware thata backingstrnthaving one end jointed zit-an angle with adraw-bar and its no posite end loosely workinginto a socket made in an unconnected piece, with thejointcd ends of the bar and strut bearing against a piece which receives the weight of the temlcr, is old, as SiliiWLl in the patents before referred to; but as such jack-struts cannot be used in connection. with my coupling-bar and coupling-sleeve, and could not be used in connection with my toggle-lever J J, they form no part of my invention, and are not claimed by me.

By in y above-described improvements, first,

by the employment of the toggle-levers and -link, which permittedlongitudinal play same, and consequently a pounding of H aine on its draw-pin, which greatly con rapid and excessive wear; secwing the coupling-bar and cou pthe togglc-leversjointed with .upens i with the use ofa backing on is both liable to pound and sepa- ;ii, in, intended support, so as to be usetransferring weight from-the tender to the loeomo when the latter is backing; third,'by use ol'the two reversed toggle-levers jointed with the COllPilllg-SlUGVO and couplingbar, it provide a reliable support to the forward end of the tender both when the -loco motivc is pulling and backing, and thereby dispense Witlliil) unreliable saddle, which was loosely seated against the constantly-weanng joint of the draw-link and draw-barhcretofore employed; fourth, by the use of my, coupling-bar with its friction-rollers and bearing-plate fixed to the tender, I provide a reliable support to the forward end of the tender between it and the drawtogglelcver and backing toggle-lever, and thereby dispense with the oldjointed draw huh and bar and thesaddle heretofore used and loosely mounted "on the iointed ends of the former, and which was liable to become displaced and broken, so as to render the parts inoperative for their intended. purposes; lil'th, by the employment with the coupl -lnny i dispense with the old slotted [a couplingbar and the two toggle-levers jointed thcreto,and the verti call y-adj ustablc eoupli ugsleeve, also jointed with said toggle-levers, I provide a reliable and simple means for holding both the backing and pulling devices, and am enabled to simultaneously adjust the angles of the limbs of the two toggle-levers, so as to better adapt the coupling for its work with the grade of the road run on or speed of the train; sixth, by the employment of the coupling-bar, friction-rollers mounted'on its forward end, bearingplate fixed, to the tender, two reversed toggle levers jointed with the coupling bar, adjustable sleeve jointed with said togglelcveri and mounted on the vertii cal shaft carried by thelocomotivc, I dispense with the use of all the unreliable parts in the old tractionincre asing bars, and provide in a coupling device parts which are strong and not liable to rapid wear, displacement,breakage, and pounding, and which together are effective for so increasing the tracti've power of the locomotive as to makeit equal to its pistonpower; and, further, I am enabled, by means operating the same, to prevent at will the draft on the toggle-levers causing a lift of the tender, and thereby can prevent any weight being transferred from the same to the drivewhcels of the locomotive, or permit at will the said toggle-levers to have only a limited extent of movement, and thereby allow only a limited extent of lift of the tender and a transfer of only a limited portion of the weight of the tender to betransferred to the drive wheels of the locomotive.

Having described my invention, what I claim isi 1. In a tractionincreasing coupler forlocomotives, the combination and arrangement, with a horizontally-oscillaling couplinghar which has its rear end pivoted with thetender and its forwardend provided with friciionrollers bearing against a piece rigidly fixed to the forward end of the same, and a horizontally-oscillating sleeve which is connected with the locomotive, so as to be capable of vertical i adjustinent'in relation to the plane oftheconp- I lingbar, of the pulling toggle-lever J J, having its forward limb, J, jointed with said sleeve at a point above the plane of the joint-pin of l of the liexible connection and mechanism for said togg e-lever, and its rearward limb, J,

jointed with the coupling-bar at a point distant and rearward from the friction-rollers, so that its forward end portion will support the forward end of said conpliiigbar while the latter is supporting the forward end of the tender,substantially as and for the purposes set forth.

2. In a traction-increasing coupler for loco motives, the combination, with the horizontally-oscillating coupling-bar which has its rear end jointed with the tender and its forward end provided with friction-rollers hearing against a piece rigidly fixed to the front end of the same, and a horizontally-oseillating sleeve connected with the locomotive, so as to live.

levers with the coupling bar and sleeve, and their relative arrangement with the same and each other, each toggle-lever can be operated for raising the fore part of the tender, the same as if the other were omitted from connection of the bar with the sleeve, and each will serve as a connection between the tender and locomotive through slceve G and bar 0 independently of the other. When the locomotive is pulling hard, the angle of the limbs of the tog glc-lever J J will be changed more or less by their jointed knuckle ends being forcibly lifted by the draft toward a straight line drawn from the center of pin L to center of pin j, and in this rise of these jointed knuckle ends the fore part of the rearward limbs, J, ofthiS toggle-lever will be forced upward against the lower side of the laterallyprojccted top portions of the coupling-bar, and thereby lift the forward end of the tender toward dotted lines B, when the weight of the tender (removed from the springs of the forward truck) will be transferred to the driving-wheelsof the locomotive. In this operation the distance be tween the tender and locomotive will be slightly increased, and the limbs of the reversed toggle-levers K. K will have their angle correspondingly straightened out in the opposite direction.

When the locomotive is backing hard, it will slightly approach toward the tender and force the lower end of the forward limb, K, of the backing toggle-lever to a-short distance rearwardly, when the knuckle ends of the two limbs K X. will be elevated in relation to their normal positions, and force upwardly the forward end of the coupling-bar C, and cause it to lift the forward end of the tender to a short distance, when the weight of the same (from the trucksprings) will be transferred through the forward limb, K, sleeve G, and housing F to the drivewheels of the locomo- Arranged between one of these togglelevers and the tender is a flexible connection and a suitable mechanism for tightening or slackening the same at will, for limiting'the movement of the limbs of said toggle-levers, or holding the same at particular angles, or holding them from being moved from their re spective normal positions or anglcs, so that the bard pulling of the locomotive will not effect a transfer of any weight from the tender to the locomotive.

My preferred flexible connection consists of g a strong chain, ill, suitably connected with limbs K of toggle-lever K K, and working over loose roller 11, having bearings in coupliug' bar and connecting with shalt N, which is mounted in bearings secured. to the lender, so as to be capable of being wound on or off from the same at will, accordingly as the shaft is turned. Shaft N is operated, pref erably, by gears nand 11'", and shaft N with the latter revolved by means of a lever, f), loosely working with a. pawl, l, pivoted with said lever and engaging with ralchctwhcel (3, fixed to said on the shaft, and provided shaft, as shown. A dog, R, pivoted 0n the tender and engaging withratchet-whecl-Q, operates to hold shaft N from being turned back. \Vhen shaft Nis turned to wind on chain M, the knuckle ends of toggle-lever K K will be drawn up against the lower side of the top portion of the coupling-barf and when said shaft is secured from turning back by means of dog R-the angle of the limbs of said togglelever will be held'from being changed. 4 Consequently, when the locomotive is pulling, the draft of the same will be equal on both toggle-levers, and not .he only on toggle-lever J J, as when thelimbs of toggle-lever K K are free to move down from the upper side of the coupling-bar. \Vhen chain M is wound up on shaft N, to allow the limbs of the backing toggle-lever K K to move down to a short distance, the lift of the tender by the pull of'the locomotive on the pulling toggleleverJ J will be limited, anda less amount of weight of the tender will be transferred to the drive-wheels of the locomotive[ \Vhcn sleeve G is raised by adjustingscrews i and step I from position shown in Fig. 3, the angles of the respective toggle-levers will be so changed that with the same draft force and same resistance a greater lift of the tender will be effected, and consequently a transfer of a greater amount of the drive-wheels of the locomotive will also be effected, and when the said sleeve is lowered, as illustrated in Fig; these togglelcvers will again bcso changed that there will be less lilting force at tending the draft on the draft tog le-levei', and a transfer of a less amount of the weight of the tender to the drivewheels of the locomotive will be effected. \Vhen these toggle-levers are free to move and the locomotive is moving forward in direction of arrow 1, Fig. 3, and there is but little load behind the tender. the draft on the draw toggle'lcver J J will eftict but alittle lift-of the fore part of the tender and but a small transfer of weight of the same to the drive wheels of the locomotive; but accordingly as the load is increased--cithcr by the increase of number of cars or grade of the road or speed of the train-t't.e lift of that toggle on the fore part of the tender will be increased and the weight transferred to the locomotive will be corrcspomliugly incrcascd, so that the lltUtllVO power of the locomotive will be made to be equal to the pistotrpowt-r of the same. When the locomotive is moycd back toward the tender in direction of arrow 2, Fig. 3, the same results will be had under like circumstanccs of load, grade of road, and speed of train through the backing-toggle.

.i am aware that two-part or jointed d raw bars for ctmncetion of. locomotiveswith their tendcrs- -in which the parts are flexibly eonuect'cd and arranged at an angle to each other, with their jointed en'ds having bearing against a piece which receives the weight of the tender as t he draw-bar is pulled on-arc old, as instant-ed in Letters Patent-No. 171,269, to Put"- weight from the tender to 9, the angles of be capable of vertical adjustment in relation to the plane of the coupling-bar, of the backing toggle-lever K K, having its forward limb motives, the combinatiom-with the horizontally oscillating sleeve which is} connected with the locomotive, cillating coupling bar which isconneeted by. its rear end with the tender,-'of the pulling toggle-lever J J, jointed with both said sleeve and said coupling-bar, so that its joint with the former will be at a point relatively above the plane of the joint-pin of the toggle-lever with the latter, and the joint of the toggle-lever with the coupling-bar be between the forward end of the latter and its tender couplingpin, with the rearward limb of this toggle-lo vcr operating to support the' forward end of the coupling-bar while give support to the tender, substantially as and for the purposes set forth.

I 4. In a traction-increasing coupler for locomotives, the combination, with the horizontally-oscillating sleeve jointed with the locomotive and the horizontally-oscillating coupling-bar jointed with the tender, or the two reversely-arranged toggle-levers J J and if separate and independent knucklejoint pins, and bothjointed with said sleeve and coupling-bar, the forward limb of togglelever J J beingjointed with the sleeve at a point relatively above the joint-pin in the knuckle ends ofthe two limbs of said l 3V(}l,tllf3 forward limb of toggle-lever K K being pivoted with said sleeve at a point relatively below the knuckle ends of the limbs of that lever,

'hile the rearward limbs of these reversed togglelevers articulate on the same joint-pin from the coupling-bar at a point in the same between its forward end and its tender-coupling pin, so that the coupling-bar at all times will be made to support the forward end of the tender by the alternate operations of these rt:verscly-arranged toggle'levers, accordingly as the locomotive is pulling or backing, sub- K,having I stantially as and for the purposes set forth.

5. in a tractioirinerensing coupler for loco- 1'not-ives,a connection between a; horizontal coupling-bar which has its rear end coupled witl the tender, so that its forward end will operate to support the forward end of the tender when lifted, consisting of the sleeve G,

loosely mounted on a vertical shaft which is connected with the locomotive, and a togglelever having its rearward limb pivoted with the latter operates to the eoupling-bar at a point between its front and rear ends, and its forward limb pivoted with. said sleeve at a point relatively above the joint-pin of the two limbs, substantially as and for the purposes set forth. 7

6. In a tract-ionincreasing coupler for locomotives, the combination, with two inclined toggle-lever limbs,J and l(,which are arranged at reversed angles to each other and to the line of direction of the couplingbar they are to alternately force upward for raising the tender by the pull and push of the locomotive, respectively, of a sleeve with which both said toggle-levers are jointed by separate joint-pins, and which can be raised or lowered and adand the horizontally-cs l justed at will on a vertical, shaft connected to simultaneously with the locomotive, so as change the angles of both said toggle-limbs, and thereby increase or lessen the extent and power of said two limbs for lifting the load on the said coupling-bar, substantially as and for the purposes set forth.

7. In a traction-increasing coupler for loco motives, the combination ot'two toggle-levers whiehare'arranged between the locomotive and tender,with the angles of their respeetiv e coacting; limbs reversed, a coupling device connected with the locomotive and jointed by separate forward coupling-bar jointed with the tender, jointed with the rearwin'd limbs of said togglelevers,so that said rearward limbs will alternately lift up said coupling-bar when their re Spti'ilV counting links are operated by h pull and push, respectively, oi'the locomotive, substantially as and for the purposes set forth,

8, In a traction-increasing coupler for locomotives, the combination, with two togglelevers which are connected-with a coupling;- bar having a jointconnection with the tender, and a sleeve loosely mounted on a vertical shaft connectedwiththelocomotiveandjointcd from its opposite ends,respectively vith the forward limbs of said toggledcvcr, of a movable step snpporting' said sleeve and adjustable at will in a vertical direction, substantially as and limbs of these toggle-levers, and a for the purposes set 'torth.

9. In a traetion-increasing coupler forlocomotives, the combination, with two togglelevers which are adjusted at opposite angles and have independently-jointed connections with a coupling device connected with the locomotive, and also jointed connections with a piece connected with the tender, of a flexible connection, M, between one of said toggle-levers and a shaft having lnetringg's in theteinh-r. and operated at will to tighten or loosen said flexible connection, substantially as and for the purposes set forth.

. Al'il'lXANlYl'llt hl llililllh.

\Vitncsses:

(lllA inn-1s \Vn'rn new (mantles Sink l nn.

and independent joint-pins with the and also 1 

